Qld Road Accidents Essay

Daylight saving and accidents

There have always been various arguments opposing, or in favour of, daylight saving. But now there's a report that claims that the change-over to daylight saving leads to a temporary increase in road accidents!

By Karl S. Kruszelnicki

Australia was one of the first countries in the world to adopt daylight saving. Once a year, as we head into summer, most Australians put the clock forward by one hour, and a few months later, as we leave summer, we wind the clocks backward. There have always been various arguments opposing, or in favour of, daylight saving. But now there's a report that claims that the change-over to daylight saving leads to a temporary increase in road accidents!

Daylight saving was first suggested, rather whimsically, by that great all-American All-Rounder, Benjamin Franklin, back in 1784. But nobody really took him seriously. In 1907, an English builder, William Willett, wrote an essay called "Waste Of Daylight". He actually proposed setting the clock forward by 80 minutes, in four separate jumps of 20 minutes each, as the calendar moved through spring into summer.

Daylight saving was first adopted in World War I to save fuel, by cutting down on artificial lighting. But in Australia, it proved so unpopular after it was introduced in 1917, that it was abandoned the very same year.

In Australia, the Federal Government introduced one-hour daylight saving in 1942, during World War II. It remained in force until 1944.

That was the end of daylight saving for us until 1967, when Tasmania introduced one-hour daylight saving. In 1971, after much controversy and discussion, one-hour daylight saving was introduced into New South Wales, Victoria and the A.C.T. Queensland, most of which is in the tropics and which would therefore not get much benefit from daylight saving, reluctantly joined in, but soon abandoned daylight saving. In 1974, Western Australia adopted one-hour daylight saving, but it was thrown out by a referendum in 1975. New South Wales decided to adopt daylight saving permanently after a referendum in 1976.

But another angle to the daylight saving discussion is "sleep". Over the last 10 years, our working hours have increased by 10%. Many of us are permanently sleep-deprived, and never wake up feeling rested. We also know that disrupted circadian rhythms (which happen to shift workers who continually change their shift) and insufficient sleep, cause major health problems, as well as financial costs. In 1988, the cost of accidents that were related to sleep problems, amounted to more than $US 56 billion. As a result of these sleep-related accidents, in 1988, about 25,000 people died, and 2.5 million people suffered disabling injuries. Some major accidents which have been linked to insufficient sleep and/or disrupted circadian rhythms, include the destruction of the space shuttle Challenger, the nuclear accident at Chernobyl, and the oil spill catastrophe from the supertanker, Exxon Valdez.

Currently, about 25 countries shift to daylight saving time every spring, and the next autumn, return to their standard time. Each time they shift into daylight saving, everybody loses one hour of sleep time. And when they shift out of daylight saving time into standard time, everybody gets one extra hour of sleep time in the morning.

Stanley Coren, from the University of British Columbia, decided to see whether the change-over, into, and out of, daylight saving, had any effect on traffic accidents. He and his team had access to the data on some 1.4 million accidents that were reported to the Canadian Ministry of Transport for the years 1991 and 1992. They looked at the accidents that happened on the Monday before the changeover, and the Monday immediately after.

They found that when Canada went into daylight saving in the springtime, there was an 8% increased risk of accidents on the Monday after the changeover.

But when people had one hour's extra sleep (when they shifted out of daylight saving back into normal time), there was an 8% fewer risk of traffic accidents.

It seems as though the change in accident rates is mainly related to getting more or less sleep, rather than interfering with the circadian rhythms. In other words, getting one hour's less sleep, can increase our chances of a car accident the next day by 8%.

Apart from all the arguments about daylight saving fading the curtains and annoying the cows, maybe the real lesson is for us to get more sleep.

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Young drivers (17-24 years old) are at a much higher risk of crashing than older drivers. Drivers aged 17-19 only make up 1.5% of UK licence holders [1], but are involved in 9% of fatal and serious crashes where they are the driver [1a].

Data on British drivers shows that:

Drivers aged 16-19 are a third more likely to die in a crash than drivers aged 40-49 [2].

One in four 18-24 year olds (23%) crash within two years of passing their driving test [3].

Young male drivers are involved in many more crashes than young female drivers [4].

Take action: Support Brake’s L for Later campaign to reduce young driver deaths.

Why are young drivers more at risk?

Research shows that the combination of youth and inexperience puts younger drivers at high risk. Their inexperience means they have less ability to spot hazards, and their youth means they are particularly likely to take risks. In this way, crash risk not only reduces over time with experience but also is higher for drivers who start driving at a younger age [5].

Below are some of the specific characteristics of young drivers that put them at high risk of crashes.

Over-confidence

Young people quickly pick up the physical skills of driving and, as a result, feel they have mastered it and are often over-confident about their driving ability. However, while the practical skills of driving can be mastered quickly, some (less obvious) skills such as hazard perception require more experience [6]. This means young drivers may think they are in control when they are actually driving unsafely [7], and become more likely to take risks as they believe their skills are improving [8]. Research has found that young drivers who show overconfidence in self-assessment of their skills are more likely to crash in their first two years of driving than those who are insecure about their driving skills [9].

Poor assessment of hazards

Although some hazards on the road are easy to identify, there are some situations where hazards are not immediately obvious. It often takes experience to notice these hidden hazards, so inexperienced young drivers may not notice them and react in time. Research has shown young drivers show poorer attention, visual awareness, hazard recognition and avoidance, and are less able to judge appropriate speed for circumstances [10].

Driving requires constantly balancing the attention needed for practical tasks such as steering and changing gears, and more cognitively demanding tasks such as hazard identification [11]. Because of their inexperience young drivers need to concentrate more on practical tasks, so are slower to switch between tasks and slower to react to hazards [12].

Prevalent risk-taking

Brake research has found that young drivers are more likely to take many of the most serious risks, including speeding, overtaking blind, driving on drugs, and not wearing seat belts [13]. This may be because the frontal lobe, the part of the brain that helps control impulses and emotions and assesses risk, is not fully developed until your mid-20s [14].

Young people also underestimate certain high-risk behaviours. For example, research has shown that young drivers are less likely than older drivers to rate speeding as high risk [15].

Take action: Run a community campaign with young people, with Brake's help.

Common risky behaviours

Speeding

Excessive or inappropriate speed is known to be a key contributory factor in crashes involving young drivers in the UK [16] and elsewhere. Research has found that a third of fatal young driver crashes in the USA are speed-related [17].

Learn more: Read our fact pages on the risks of speeding.

Drink and drug driving

Drivers in their 20s have the highest rates of both drink and drug driving crashes [18]. Young drivers who crash are twice as likely to be impaired by alcohol as older drivers who crash, and this is far more common among young men than young women [19]. The prevalence of drug driving is harder to measure due to inconsistent reporting, but one study found that almost one in 10 (9%) of 17-24 year olds in the UK admit having driven on drugs [20].

Learn more: Read our fact pages on drink driving and drug driving.

Not wearing seat belts

Young drivers and passengers are less likely to always wear seat belts [21], and may not belt up when in a car with friends due to peer pressure. American research has found that seat belt use by young drivers decreases as the number of young passengers they carry increases [22].

Learn more: Read our fact page on seat belts and crash protection.

Mobile phones

Young drivers need to concentrate more on driving than more experienced drivers, which makes them more susceptible to distraction, for example from mobile phones [23]. Despite this, evidence suggests young drivers are more likely than older drivers to use their mobile phones at the wheel: a Brake survey found that 19% of young drivers admitted texting at the wheel at least once a month, compared with 11% of older drivers taking this risk [24]. American research has found that 80% of young drivers make or receive phone calls while driving and 72% text [25].

Learn more: Read our fact page on the risks of distraction.

Other risk factors

Carrying passengers

Research shows that peer pressure can encourage bad driving and result in drivers ‘showing off’ to their passengers and taking more risks. 16-17 year-old drivers are up to four times more likely to die in a crash when carrying young passengers than when driving alone, but 62% less likely when carrying older adult passengers, indicating it is peer pressure rather than simply the presence of passengers that raises the risk [26]. Young passengers can also cause distraction: teenage drivers are six times more likely to have a serious incident when there is loud conversation in the vehicle [27].

Driving at night

Young drivers have a higher proportion of crashes in the evenings and early mornings. This is particularly true for young male drivers: in the UK, male drivers aged 17-20 are seven times more likely to crash than all male drivers, but between the hours of 2am and 5am their risk is 17 times higher [28]. Young drivers’ high risk at night is thought to be because they are most likely to be driving for recreational purposes, and more likely to be drunk or drugged, or taking risks such as speeding due to peer pressure [29]. It may also be because drivers at night are more likely to be driving tired [30].

Driving at night also requires extreme care. Young drivers may be under the impression that because roads are quieter at night it is safer for them to speed or pay less attention. In fact, driving at night takes more care due to poorer visibility, and greater likelihood of drink drivers or drunk pedestrians on the roads.

Learn more: Read our fact page on the risks of driving tired.

Unsafe vehicles

Studies have found that young drivers involved in crashes tend to be driving older vehicles [31]. Young drivers often drive older, potentially unsafe vehicles as these are cheaper. This is risky because older vehicles are less safe: they have less advanced crash protection, so crashes involving older vehicles are more likely to be fatal [32].

Learn more: Read our fact page on vehicle maintenance.

What can be done to improve the safety of young people?

To help young people be safer on our roads, we need a better driver training and testing system, better alternatives to driving for young people, and investment in monitoring technology for young drivers. These recommendations are outlined below.

Graduated driver licensing

Graduated driver licensing (GDL) allows new drivers to build up their driving skills and experience gradually through a more staged and structured approach to learning to drive, including a minimum learning period followed by a post-test novice driver period with licence restrictions. This restricted novice period helps to limit the exposure of new drivers to the dangerous situations highlighted above, including driving at night and carrying passengers. Graduated driver licensing has been shown to be effective in reducing casualties in numerous other countries [33].

Learn more: Read our fact page on graduated driver licensing.

Provide better alternatives to driving

Because of young people’s propensity for risk-taking, due to the late development of the brain’s frontal lobe (see ‘increased risk-taking’, above), the younger you are when you get a driving licence the greater the risk. A UK study predicted that young people would have 9% fewer crashes in their first year of driving if they delayed learning to drive until 18 years old rather than 17, and a further 8% fewer if they delayed until 19 years old [34].

Encouraging young people to delay or avoid learning to drive can therefore have a significant impact on safety. Many young people learn to drive as soon as possible because they feel they have little other option for getting around. A Brake and Direct Line survey found almost half of drivers (48%), and three in ten young people (28%), think public transport is not good enough to provide a realistic alternative to driving in their area [35]. Brake believes improving access to and affordability of public transport, and walking and cycling routes to workplaces and colleges, should be a priority for central government and local authorities.

Learn more: Read our fact page on sustainable and active travel.

Monitor and influence young drivers through technology

Some insurers offer ‘black box’ technology to young drivers. These devices monitor their speed and the times they are on the road, and can be used to set curfews so young drivers are not able to drive during high-risk hours, i.e. late at night. Young drivers abiding by these rules can be given discounts on their insurance, which has been shown to be an effective incentive to reduce young driver speeds [36].

Black boxes can also be used to allow parents to monitor young drivers’ behaviour: as well as providing peace of mind for the parents and guardians of young drivers, parental monitoring has been found to reduce risky driving [37].

Voluntary codes

In the US, parent/young driver agreements are popular. The new driver is allowed to drive the family car or their own car, unsupervised, if they agree to certain conditions for the first year or two of driving. The conditions include restrictions on carrying passengers and driving at night, similar to formal restrictions imposed under GDL (as above). Although not legally binding, parents could enforce the rules by stating, for example, that their teenager is not allowed to drive for a week if they break any of the rules.

Learn more: Download a sample Safe Driving Agreement produced by the Royal Society for the Prevention of Accidents (RoSPA).

Take action: if you’re a young person or work with young people, get involved in Brake’s work promoting safe and sustainable road use among this age group.

[1] Full and provisional driving licences by age and gender, Driver and Vehicle Licensing Agency, 2015